Transport system

ABSTRACT

Transport system with a transport track ( 1 ) along which one or more transport elements ( 2 ) (cabins) are moveable, said track ( 1 ) running over a substantial horizontal distance, and at least two horizontally spaced stations, for loading and unloading persons and/or goods from the cabin, said stations being at a different vertical level of at least several meters, and the transport track brigdes the said level difference through a relatively steep course and preferably the transport track ( 1 ) and/or the cabin are mutually adapted such that the passenger comfort is secured along the part of the track where the level difference is bridged.

The subway is selected as the public traffic for transport of muchpeople in area's of dense urbanisation, said subway is characterised byan own track going above or below the already existing traffic. In somecases there is even an own track at ground level, however this isexcluded from the concept as described. We restrict ourselves to subwaysbelow ground level, although the same method can be used for subways ona high level.

A feature of the known system is that both the subway track and thestations are under the ground. An alternative is to keep the track underthe ground, while the stations are brought up. A practical drawback ofthis is that a typical subway has stations rather close to each othersuch that virtually there are merely inclined track parts between thestations because the present carriages of the subway vehicles allow foronly very shallow inclinations for passenger comfort.

It will be different if we start with small vehicles that follow eachother with only a small time lapse. The typically rather lengthy subwayvehicle is devided into seperate cabins that drive individually, so asto speek. This systems as such is not novel. This systems is found atairports, and is called “people mover”. Also, there are systems withsmall shuttles pulled by cables of which the velocity is lowered at thechange-over cites, such that entering and exiting the shuttle can bedone safely. Such systems are merely economically feasible if thecontrol is automatically, such that a shuttle does not require anindividual for the control. In recent years, the automatic control withcomputerised sensing and evaluating has made this technically feasibleand acceptable from a safety point of view.

The present invention is concerned with application of the abovementioned small shuttles or cabins, that move throug e.g. a tunnelpipeunder the ground, but these shuttles are raised to the stations along asteep ramp, while the shuttles remain horizontal, such that thepassenger comfort is guaranteed. At the stations, the shuttles can beobserved as an elevator. Afterwards, the shuttle moves further, andpreferable is lowered to the preceeding level. To keep the shuttlehorizontal, one can make the front wheels ride on an inclined trackdifferent from that for the back wheels, the front wheels having asmaller distance between them compared to the back wheels. Duringlowering, this is the other way around. For this purpose, a switchingmechanism is provided. The mechanical implementation of this mechanismis not subject of this invention, but the concept of:

small shuttles following each other with a small time lapse;

driving below ground level;

changeover by entering or exiting the shuttle above the ground.

Contrary to underground stations the advantages with the invention are:

No permanent illumination;

no ventilation;

no stairs and moving stairs;

no elevator (for wheel chairs);

improves social security.

Because the systems uses small shuttles, smaller than a standard subwaytrain, the tunnelpipe can be small; like a big sewer. Since this ischeaper to construct, the grid-density can be made higher for the samefinancial investment. Since all provisions are small, the implementationin historic city area's will become easier.

Because of the small time intervals between the shuttles, the passengershave practically no waiting time. Since there is no waiting time thereis no need for providing a waiting room, such that the space needed canbe much smaller compared to standard stations.

It is preferable to select a proper architectual adaption for thestations, for instance by integration with a telephone box, kiosk,ticket seller, etc. The manager of the kiosk can e.g. have free use ofit, if he will also inspect for reasons of security. The manager of thekiosk does not have to come in between if there is thread, however has ared emergency button, such that he is immediately in a position to callthe subway police that is driving around in the neighbourhood.

It is an object of the invention to provide a transport system such thatwith a reletively high frequency, for as low investments as possible,persons can be transported comfortably. It is another object, to enteror exit a transport element at the one level, and to do the essentialtransport with said element substantially at another level, differingsubstantially from the said one level, for a low price and smallconsumption of space. It is a further object to make the bridging of thedifferent horizontal levels as comfortably as possible for a price aslow as possible, such as investments and maintenance. It is anotherobject of the invention to have a combination of the solutions of one ormore of the above mentioned objects.

These and other objects will appear from reading this description, andthe drawings and claims as enclosed. The invention is mainly directed toa transport system, in which transport elements (shuttles), move along asubstantially rigid guide and for instance hang therefrom or restthereon. However, one can imagine, that a more flexible guide, such as asuspension cable -known as such with cable lifts in mountain area's tobridge large horizontal or vertical distances- is used, the shuttlehanging from such cable. One can imagine combinations as well, in whichparts of the track are made by cables or other flexible or yieldingguides, while other parts are made by substantially rigid guides, suchas train rails etc. Use of merely rigid guides is perferred, since thisallows for a curved track at low price. Another advantage over a hybridsystem is that it contains no complex changes. The comfort is bettercompared to a cable lift as well.

The invention will now be described referring to the enclosed drawingsof non-limiting examples. In the drawings is:

FIG. 1 a side elevational view of a part of a schematical illustrationof the invention;

FIG. 2-6 each time a side elevational view of a first, second, third,fourth and fifth, respectively, preferred embodiment;

FIG. 7 a front view of a cabin or shuttle to be used with the invention;

FIG. 8-10 each time a side elevational view of a sixth, seventh andeigth, respectively, preferred embodiment. In the drawings, the shuttleis moving forward from left to right.

FIG. 1 shows a track 1 along which units 2 (shuttles) for the transportof goods and in particular persons are moving. The shuttles have arelatively short dimension, in the order of magnitude of common cabinsfor cable lifts and are adapted to contain for instance 20 persons. Asshown, the track extends over more than one horizontal level; in thisparticular case two horizontal levels. In the illustrated embodimenteach time a shuttle 2 can go from a lower level 4 to a higher level 3through a ramp 5. Three up- and -down tracks are shown, which meanstracks in which a shuttle rises from level 4 to level 3 and then back tolevel 4. De invention contemplates a track with at least one such up-and -down track. An up- and -down track can also be one wherein from alower level subsequently risen is first to an intermediate level andthan to an end level, and thereafter to come back to the initial level,etc. -possibly by first stopping at the intermediate level again-. Level4 can be under the ground and level 3 can be above the ground. Thedistance between the levels 3 and 4 can be e.g. 6 meters. This distanceis preferably the common mutual level-difference for two crossing subwaylines, a subway line and a traffic path on ground level, multi-levelcrossings, etc. It will be appreciated that the preferred differences inlevel are comprised between several meters and some ten meters. Suchdifferences in level are to be bridged relavtively quick, withacceptable comfort to the passengers.

At level 3 there can be e.g. a station for exiting and entering eachtime. Such stations can be present at level 4 as well. It is shown, howit is possible to make a choice for a shuttle 2 to divert from level 4to reach level 3. To keep the space consumption as minimum as possiblefor the track at level 3, the shuttle 2 will, after level 3 is reached,go back to level 4 through a track as short as possible. The trackextends over a horizontal distance which is preferable several hundredsof meters, and is more preferably comparable to common public transportsystems, such as the subway, the bus or the train, with distances ofseveral kilometers or some ten or even hundreds of kilometers or more.The shuttles preferably move vise versa along seperate tracs between thestations. As such, the illustration of FIG. 1 can be regarded as one ofthose two seperated tracs. The horizontal distance between the stationsmeasures preferably at least some ten of meters. A spacing between thestations of several hundred meters or some kilometers is feasible aswell. The spacing between stations is typically not constant for allstations.

The shuttles each time move along the one ramp 5 to level 3, and returnto level 4 along the other ramp. In this illustration, the track issubstantially at level 4. This situation can be inverted as well, e.g.in which the level 3 is high above ground level, and the stations atlevel 4 are at ground level. It will be appreciated that, for securingthe passenger comfort, the shuttles are maintained in as much ahorizontal attitude as possible; this counts for rising and descendingalong the ramps 5 between the levels as well. To further guarantee thecomfort, it is preferable that the travel along the track 1 is as muchsmooth as possible, with as minimum strong accelerations anddecelerations as possible. A prefered forward velocity is between 5 and15 m/s. The most preferred speed at this moment is between 7 and 10 m/s.A preferred movement along the track 1 is as follows: when moving atlevel 4, the shuttle is decelerated to between 0.5 and 2 m/s whenarriving at the vicinity of the ramp 5, after which the ramp 5 is passedat such speed, and the shuttle finally comes to a stop at level 3. Afterchangeover of the passengers, the shuttle is accelerated at level 3 toe.g. between 0.5 and 2 m/s, and after the ramp 5 is passed, the shuttleis accelerated further to the typical speed at level 4. It isfeasible-as well, even during entering and exiting of passengers, tomaintain a forward velocity. The acceleration and deceleration can bedone with known systems, as with cable lift systems. The propulsion ispreferebly provided by pulling cables or other flexible pullingelements, as is known as such from cable lift systems. The inclinationof the ramp is preferably an optimization between the oppositerequirements for small space consumption and passenger comfort. Saidinclination is preferably between 20° and 45°. A preferred inclinationis comparable to the inclination of stairs in public area's, such asstation buildings etc. The shuttle 2 preferably rides, as with theembodiment of FIGS. 2-4, with four wheels, two at the front, two at theback, on both sides of the longitudinal axis and preferably with thesame gauge on a course. The travel course can have the width of thegauge of the shuttle, but can also, such as with e.g. rails for trains,be comprised by two parallel travel courses of about the width of thewheels, and in line with those wheels. The travel course can e.g. beprovided by train rails or equivalent, and the wheels of the shuttle aree.g. adapted to the type of travel course. FIG. 2 shows an embodiment inwhich the shuttle is guided along two parallel, typically verticallyspaced, substantially rigid fixed guides 6, 7. The vertical distancebetween them amounts approximately e.g. the height of the shuttle 2. Theshuttle has horizontally spaced supports, here at the front and theback, for engagement with the guides 6 or 7, to remain horizontal alongthe ramps 5. The shuttle preferably moves along said guides 6, 7 with asminimum resistance as possible, such that the shuttle is preferablyprovided with wheels 8. To keep in balance, the shuttle 2 has at leastone set of wheels on both sides of its centre of gravity. In thesituation as shown here, at the descending ramp 5 -on the right handside of the drawing- the guides 6, 7 cross each other. The embodiment asa mirror image of FIG. 2 is feasible as well.

FIG. 3 shows an alternative for as good as possible horizontallybridging the different levels. In here it is illustrated as well, thatthe level 4 is below the ground in a tunnel pipe 9. Reference number 10indicates an accelerate/decelerate device which is known as such, arotating body (wheel) of which engages at a side of the shuttle 2 foracceleration or deceleration or moving forward at constant speed. By thelarge amount of bodies 10, accurate control of the amount ofacceleration or deceleration is possible. Furthermore, there is alifting platform 11. This platform 11 can move between the levels 3 and4 with the aid of a lifting element 12 (e.g. a hydraulic jack). Bylifting the platform under an angle (as is shown here), this will moveforward, and said movement can be added to that of the shuttle, which isadvantageous for the comfort. With the descending ramp (not visible),the action of the lifting device is preferably such that an advantageousforward movement of the platform is given as well. The platform 11 ispreferably provided with accelerating/decelerating means as well,engaging the shuttle. In this way one has a maximum course length foraccelerating/decelerating, sine accelerating/decelerating is possiblewith the platform too. It is further preferable to give the platforms alength substantially larger than that of the shuttles, also such thatthe shuttles can maintain a certain speed. The length of the platform ispreferably at least twice, more preferably at least three times thelength of a shuttle.

FIG. 4 shows a variant of FIG. 3, in which a toothrack is used forlifting the platform 11. Other embodiments for lifting and lowering arefeasible. It is e.g. possible as well that merely for lifting andlowering purposes, the shuttle is suspended by (e.g. hanging from) acable lift.

FIG. 5 shows an embodiment in which the guides 6, 7 are seperated fromeach other in the inclined parts 5, and have a different profile in sideview, however they meet each other at the ends. Said guides support atleast one supporting platform 14, of which one is shown in the drawing.Such platform 14 is adapted to support a shuttle 2. Each platform has atboth sides of the longitudinal axis front and back wheels or equivalentride- or slide supports with the guides 6, 7. By co-operation with theguides 6, 7 the platforms keep a substantial horizontal attitude. Aplatform 14 carries e.g. a shuttle merely in the inclined parts 5, butit is possible too that a platform picks up the shuttle at level 4,brings it to level 3, supports the shuttle there as well, and brings itback to level 4. The plateaus can circulate for one up- and -down track,as schematically shown in FIG. 10. The circulation can be such that theplatforms 14 pass both ramps 5 (circulation A in FIG. 10). It ispossible as well, that the one group of platforms 14 passes merely theupstream ramp 5 (circulation B), and another group passes merely thedownstream ramp 5 (circulation C). With the circulations B and C, theshuttle bridges the space between the ramps 5 at level 3 without aplatform. For circulation A it is shown in FIG. 10, how the platforms 14are moved back below level 4 to the starting position at the lower endof the upstream ramp -on the left hand side in the drawing-. It willappreciated that such circulation principle is feasible for other typesof lifting, such as shown in the drawings, as well. The guiding incirculation can be done with means known as such, and form nocomplication for the skilled person. In the embodiment according to FIG.5, the gauge of the wheels or other ride or slide supports of eachplatform is adjustable, for adjustment to the guide 6 or 7, especiallyif the platforms pass both ramps.

The course part 7 is closer to the longitudinal axis compared to thecourse part 6. When rising, the front wheels are therefor shiftedinwards. Shifting the front or back wheels inwards from their initialposition can be done in several ways. For instance mechanicallycontrolled with a spigot (not shown), projecting from the course at thehighest and the lowest position of the lifting/lowering part. Thatspigot engages a switch mechanism (not visible) below the platform, ifthe platform passes the spigot. Then one of the wheel pairs is broughtinwards through a coupling, and at the highest point the other wheelpair (front or back wheels) is brought inward. The spigot can beprovided on the platfrom as well, and the switch system on or at thetrack. Another possibility for adjustment of the wheels is e.g. with aelectric motor controlled by a wireless communicated signal at themoment that it is necessary to bring the wheels inward and/or outward.If it is concerned with such possibilities for adjustment, reference ismade to CH-A-518.824, of which the description is inserted here byreference. There it is described and shown a system for disengaging ofwheels clamped on both sides of a shaft of a train carriage, to adjustthe width between the rails. Disengagement takes place by actuating witha spigot element passed by the shaft. Then the wheels are adjusted foranother width between the rails. If the spigot element is removed, thewheels are engaged with the shaft again. The wheels or other shift orslide supports of the shuttle 2 for engagement with the guides can beprovided for adjustment of the gauge. Then there are no platforms neededto bridge the different levels. Then the shuttle is directly supportedby the guides 6, 7. Outside the area's with the guides 6, 7 it ispreferred then, that the wheels on the one side of the shuttle aresupported by the same guide, which gives an important saving ofmaterial. Then the wheels are mutually in line. The advantage of the useof supporting platforms 14 is that with it there is no need for specialprovisions on the shuttle for lifting/lowering it horizontally, which isadvantageous for the costs. If such provisions are provided on theshuttle, the comfort along the complete track is better ensured.

With the embodiment according to FIG. 6 a substantially verticaloperating elevator or lifting device 15 is used to bridge the differentlevels. Such is moved up and down in a known manner by hydraulic jacksor a scissors system, both known as such. The length of the liftingplatform, on which the shuttle rides on and off, of that lifting systemis preferably such that during bridging the levels, the shuttle is notforced to completely stop on the platform. This is advantageous for thepassenger comfort. The typical velocity of the shuttle is 7 m/s for longdistances. For instance just ahead of the elevator this velocity is e.g.lowered to 3 m/s, and if supported by the elevator, the speed of theshuttle decreases further to e.g. 0.5 m/s. It is even possible, beforethe shuttle moves form the platform, to accelerate it. Whenaccelerating/decelerating and keeping a forward velocity at the liftingplatform, it is possible to have a time table with a higher frequency.The lifting platform can cover level 3 completely, including the ramps5. FIG. 7 shows a preferred embodiment of the shuttle 2 in front view.This it especially suited for use in combination with a course accordingto FIG. 5, in which the wheels 16 are directly supported by the guides(in this situation having a railway type shape). The situation is shownin which the shuttle is moving on the guides 6, 7, the front and backwheels having a different gauge. Supporting rolls 17 are shown, tocentre the wheels 16 on the guides 6, 7. A cable clamp 18 is shown aswell, which is constructed as usual for e.g. cable lifts in downhillskiing areas. With this clamp the shuttle can be locked or unlocked to a(ususally endless) propulsion cable or equivalent flexible pullingelement, moving with a substantially constant forward velocity. Thecabin 22 of the shuttle is shown as well, providing room for e.g. twentypassengers (to stand or/and to sit), and all sides of it aretransparent, such is usual with e.g. cabins of cable lifts in downhillskiing.

FIG. 8 shows an alternative for the embodiment of FIG. 3, using apivoting system of rods 19. The upper position of the ascending platform11 (to the left in the drawing) respectively descending platform 11′ (tothe right in the drawing) is shown with broken lines each time. Bydescelerating the shuttle 2 if it rests on the ascending platform 11,kinetic energie is generated by the shuttle to bring the platform 11 tolevel 3. For the descending platform 11 use can be made of the potentialenergy from the shuttle 2. Again it is possible to make sure that theshuttle keeps a forward velocity when going to level 3, which isadvantageous for the comfort.

Finally in FIG. 9 a further alternative for lifting a shuttle is shown,that can be used either with substantial vertical lifting (e.g.according to FIG. 6), or with inclined lifting (e.g. according to FIG.3, 4 or 5). At both sides of the track, and so of the shuttle 2, thereis an enless actuator 20 each time, having one or more supports 21 (inthis embodiment two supports 21 each time). The supports are active inpairs; one at each actuator 20. With the actuators 20 active, one pairof supports 21 moves upward (to arrive at level 4 from level 3:downward), and takes shuttles 2 with it. With more than one pair ofsupports 21, a higher frequency of lifting/lowering is possible.

The shuttle 2, or a replacing transport element, can for instance beused to lift a ship over a dike as well. The shuttle is then a wheeleddock. The transport distance for the dock will usually be restricted tothe immediate vicinity of the dike. Further embodiments are feasibel aswell, for instance on the basis of the combination of one or morefeatures of the ones that are described here. It is possible as well, toe.g. make the cabin tilting to the front and the back when connected toa support along the track. During lifting/lowering the cabin is tiltedthen to keep it horizontal. However, that demands for a complex system,requiring much space (height), such that it is less appropriate for acompact structure and/or a comfortable transport at relatively highspeeds.

It will be understood that for the indication of directions, such asabove, below, up, down, lift, lower, descend, the opposite indication(below, above, down, up, descend, ascend, lift) can be used too. It ispreferable to have the levels bridged immediately upstream anddownstream from a station. It is preferable as well that the part of thetransport course for bridging the levels, except for the connection tothe further part of the course, has a substantial constant inclination.If a lifting mechanism is used, it is acting with e.g. chains, cables,hydraulic jackets, toothed gear wheels, friction wheels, etc.

What is claimed is:
 1. Transport system with a transport track alongwhich one or more transport elements (cabins) are moveable, said trackrunning over a substantial horizontal distance, and at least twohorizontally spaced stations, for loading and unloading persons and/orgoods from the cabin, said stations being at a different vertical levelof at least several meters, and the transport track bridges the saidlevel difference through a relatively steep course and preferably thetransport track and/or the cabin are mutually adapted such that thepassenger comfort is secured along the part of the track where the leveldifference is bridged.
 2. Transport system with a transport track alongwhich one or more cabins are moveable, said track running over asubstantial horizontal distance, and at least two horizontally spacedstations, said stations being at a different vertical level of at leastseveral meters, the transport track bridging the level differencethrough a relatively steep course, the transport track and the cabinbeing mutually adapted such that passenger comfort is secured along thepart of the track where the level difference is bridged: wherein thecabin has horizontally fixed supports and moveable supports capable ofmoving inward and outward and the part of the track wherein the leveldifference is bridged comprises two separate pairs of subtracksvertically and laterally displaced from one another, said two separatepairs of subtracks merging together where the transport track reaches ahorizontal level, and wherein the movable supports are structured andarranged to follow one of the two separate pairs of subtracks and thehorizontally fixed supports are structured and arranged to followanother of the two separate pairs of subtracks.
 3. The transport systemof claim 2, wherein in the bridging part the transport track has alength such that the cabin can maintain a preferably substantial forwardvelocity at all points when bridging the levels.
 4. Transport systemcomprising a moving vehicle having: a first support member and a spacedsecond support member; a first stationary guide and carrier meansrunning over a substantial horizontal distance for directing andcarrying said moving vehicle in a substantially horizontal path at afirst level; a second stationary guide and carrier means for directingand carrying said moving vehicle in a path at a second level, verticallyspaced from said first level over at least several meters and comprisingat least two horizontally spaced stations for loading and unloadingpersons from said moving vehicle; and a third stationary guide andcarrier means for directing and carrying said moving vehicle in a thirdpath converging with said first and second path, said first, second andthird guide and carrier means supporting said moving vehiclehorizontally balanced by bearing its spaced support members, said thirdguide and carrier means having a first track means and a second trackmeans, vertically and laterally spaced from said first track means, saidfirst and second track means merging together with the first stationaryguide and carrier means as the first level and merging together with thesecond stationary guide and carrier means as the second level, saidfirst track means bearing said first support member and said secondtrack means bearing said second support member of said moving vehiclewhile being guided and supported by said third guide and carrier meansto keep said vehicle horizontally balanced while moving along said thirdpath.
 5. The transport system of claim 2, wherein the inclination of thecourse that is followed by the transport track to bridge the leveldifference at no point exceeds 45°.
 6. A system according to claim 4,wherein at least one of said first and second track means continues insaid first guide and carrier means to continue to support at least oneof said first and second support members along said first path.
 7. Asystem according to claim 6, wherein at least one of said first andsecond track means continues in said second guide and carrier means tocontinue to support at least one of said first and second supportmembers along said second path.
 8. A system according to claim 4,wherein at least one of the first and second guide and carrier means arearranged relative to the third guide and carrier means to effect directtransfer of the moving vehicle to said third guide and carrier means. 9.A system according to claim 4, wherein the first, second and third guideand carrier means are provided such that the moving vehicle can movefrom said first level to said second level, by disengaging from saidfirst guide and carrier means, than engaging said third guide andcarrier means to move along said third path and finally disengaging saidthird guide and carrier means to engage said second guide and carriermeans.
 10. A system according to claim 4, wherein said first guide andcarrier means comprises a track means and said second guide and carriermeans comprises a track means, which track means are provided to carryat least one of said first and second support means of said movingvehicle and are end-to-end coupled to a track means of said third guideand carrier means.
 11. A system according to claim 4, wherein said firstand second track means have an extension such that they completelybridge the gap between the first and second path.
 12. A system accordingto claim 4, wherein said first and second track means are provided byrails.
 13. A system according to claim 4, wherein at least one of thefirst and second support member of the moving vehicle is a runningwheel.
 14. A system according to claim 4, wherein said third guide andcarrier means is stationary.
 15. A system according to claim 4, whereinsaid third path is steep.
 16. A system according to claim 4, whereinsaid moving vehicle has a longitudinal direction and wherein said secondsupport member is longitudinally spaced from said first support member.17. A system according to claim 4, wherein said support members have afixed level relative to said moving vehicle.
 18. A system according toclaim 4, wherein said first support means of said moving vehicles issideways retractable.